EP2177378B1 - Pneu - Google Patents

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Publication number
EP2177378B1
EP2177378B1 EP08752372.6A EP08752372A EP2177378B1 EP 2177378 B1 EP2177378 B1 EP 2177378B1 EP 08752372 A EP08752372 A EP 08752372A EP 2177378 B1 EP2177378 B1 EP 2177378B1
Authority
EP
European Patent Office
Prior art keywords
tire
bead
section
vehicle
tanδ
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
EP08752372.6A
Other languages
German (de)
English (en)
Other versions
EP2177378A1 (fr
EP2177378A4 (fr
Inventor
Yasujiro c/o The Yokohama Rubber Co. Ltd. DAISHO
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yokohama Rubber Co Ltd
Original Assignee
Yokohama Rubber Co Ltd
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Publication date
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Publication of EP2177378A1 publication Critical patent/EP2177378A1/fr
Publication of EP2177378A4 publication Critical patent/EP2177378A4/fr
Application granted granted Critical
Publication of EP2177378B1 publication Critical patent/EP2177378B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • B60C11/0058—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different cap rubber layers in the axial direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0304—Asymmetric patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0327—Tread patterns characterised by special properties of the tread pattern
    • B60C11/033—Tread patterns characterised by special properties of the tread pattern by the void or net-to-gross ratios of the patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
    • B60C15/0036—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width
    • B60C15/0045—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width with ply turn-up up to the belt edges, i.e. folded around the bead core and extending to the belt edges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
    • B60C15/0628—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead comprising a bead reinforcing layer
    • B60C15/0632—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead comprising a bead reinforcing layer using flippers in contact with and wrapped around the bead core and, at least partially, in contact with the bead filler
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/001—Tyres requiring an asymmetric or a special mounting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0008—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the tread rubber
    • B60C2011/0016—Physical properties or dimensions
    • B60C2011/0025—Modulus or tan delta
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0386—Continuous ribs
    • B60C2011/0388—Continuous ribs provided at the equatorial plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10495—Pneumatic tire or inner tube
    • Y10T152/10513—Tire reinforcement material characterized by short length fibers or the like

Definitions

  • the present invention relates to a pneumatic tire.
  • Embodiments thereof have a carcass layer having a single-ply structure and wound-up sections each extended up to a region below a belt layer so as to overlap with an end section of the belt layer.
  • Embodiments more specifically relate to a pneumatic tire in which the performance change of driving stability due to continuous driving can be suppressed.
  • a pneumatic tire has been proposed in which a single-ply structured carcass layer is laid between a pair of bead sections.
  • a belt layer is arranged on the outer peripheral side of the carcass layer in a tread section of the tire.
  • the carcass layer is wound up, from the inner side to the outer side of the tire, around each of bead cores arranged respectively in the bead sections.
  • Bead fillers arranged respectively on the bead cores are each sandwiched by a body section and a wound-up section of the carcass layer, and each wound-up section of the carcass layer extended up to a region below the belt layer so as to overlap with an end section of the belt layer (for example, see Japanese patent application Kokai publication No. 5-238208 , Japanese patent application Kokai publication No. 6-16009 , and Japanese patent application Kokai publication No. 2000-52709 ).
  • the pneumatic tire having the carcass layer having the single-ply structure and the wound-up sections each extended up to the region below the belt layer so as to overlap with the end section of the belt layer can exhibit excellent driving stability by causing the body section and each wound-up section of the carcass layer to overlap with each other in each side wall section, while obtaining an effect of weight reduction by providing a single ply for the carcass layer.
  • the pneumatic tire having the structure described above has a problem that the driving stability decreases along with the tire being heated when a continuous driving in a circuit is performed, for example. Therefore, there is a demand for suppressing the performance change of driving stability due to continuous driving in the pneumatic tire in which weight reduction and driving stability are both achieved based on the structure described above.
  • JP 2002-127712 relates to a pneumatic tire. It comprises a single-ply carcass which is laid between a pair of bead parts, a belt layer arranged on an outer peripheral side of the carcass in a tread part, bead parts around each of which the carcass is wound up from an inner side to an outer side of its tire, a bead apex rubber is arranged respectively on the bead parts and each is sandwiched by a body part and the folded section of the carcass, and each folded section of the carcass is extended up to a region below the belt layer so as to overlap with an end section of the belt layer.
  • JP 1-145210 A and US 6,223,797 B1 are further prior art documents.
  • a pneumatic tire according to the present invention is a pneumatic tire in which a single-ply structured carcass layer having a cord angle in a range of 75° to 90° to a tire circumferential direction is laid between a pair of bead sections, a belt layer is arranged on an outer peripheral side of the carcass layer in a tread section, bead cores around each of which the carcass layer is wound up from an inner side to an outer side of a tire are arranged respectively in the bead sections, bead fillers are arranged respectively on the bead cores and are each sandwiched by a body section and a wound-up section of the carcass layer, and each wound-up section of the carcass layer is extended up to a region below the belt layer so as to overlap with an end section of the belt layer, wherein a height of the bead filler from a bead heel is not more than 25 mm, a sectional area of the bead filler is not more than 65 mm 2 , and tan ⁇ at
  • An advantage achieved by embodiments of the present invention is to provide a pneumatic tire in which the performance change of driving stability due to continuous driving can be suppressed even with a carcass layer having a single-ply structure and wound-up sections each extended up to a region below a belt layer so as to overlap with an end section of the belt layer.
  • the carcass layer which has the single-ply structure and the wound-up section extended up to the region below the belt layer so as to overlap with the end section of the belt layer, is provided in order to achieve both weight reduction and driving stability.
  • the bead filler which repeatedly deforms at the time of the rolling motion of the tire, to reduce the sectional area thereof and reducing the tan ⁇ at 60°C of the rubber composition constituting the bead filler, the heat of the tire due to continuous driving in a circuit is suppressed to suppress the performance change of the driving stability. Accordingly, the initial driving stability can be maintained for a long period of time in the continuous driving.
  • the pneumatic tire having a mounting direction specified with respect to a front and back of the tire at a time of mounting the tire to a vehicle
  • at least two types of cap tread rubber layers having different rubber compositions are arranged in the tread section to be adjacent to each other in a tire width direction, and tan ⁇ at 60°C of the rubber composition constituting the cap tread rubber layer on an outer side of the vehicle be larger than tan ⁇ at 60°C of the rubber composition constituting the cap tread rubber layer on an inner side of the vehicle
  • the ratio (tan ⁇ H/tan ⁇ L) of a maximum value tan ⁇ H to a minimum value tan ⁇ L of the tan ⁇ at 60°C of the rubber compositions constituting the at least two types of cap tread rubber layers be in a range of 1.05 to 1.80. Accordingly, the effect of suppressing the performance change of driving stability due to continuous driving while improving the driving stability can be obtained sufficiently.
  • boundary of the at least two types of cap tread rubber layers be arranged below a main groove extending in the tire circumferential direction in the tread section. Accordingly, the occurrence of uneven wear due to the difference of the rubber compositions can be suppressed.
  • At least one main groove extending in the tire circumferential direction be provided in the tread section, and an asymmetric tread pattern be formed in which a groove area ratio GAo in a ground contact region on the outer side of the vehicle with respect to the tread center is smaller than a groove area ratio GAi in a ground contact region on the inner side of the vehicle with respect to the tread center.
  • a groove area ratio GA in an entire ground contact region be in a range of 20% to 40%, and a difference (GAi - GAo) between the groove area ratio GAo in the ground contact region on the outer side of the vehicle and the groove area ratio GAi in the ground contact region on the inner side of the vehicle be in a range of 1% to 15%. Accordingly, the effect of suppressing the performance change of driving stability due to continuous driving while improving the driving stability can be obtained sufficiently.
  • the height of the bead filler from the bead heel is a height measured under measurement conditions of the tire dimension defined by a specification with which the tire complies, and is a dimension from the bead heel corresponding to the reference position of the rim diameter to the peak of the bead filler in the radial direction of the tire.
  • the tan ⁇ at 60°C is measured using a viscoelastic spectrometer (manufactured by Toyo Seiki Seisaku-sho, Ltd.) under conditions of a 60°C temperature, a 20 Hz frequency, a 10% initial strain, and a +- 2% dynamic strain.
  • the groove area ratio is a ratio (%) of a groove area in a ground contact region with respect to the whole area of the ground contact region measured under measurement conditions of a static loaded radius of the tire defined by the specification with which the tire complies.
  • Fig. 1 shows a pneumatic tire of an embodiment of the present invention.
  • reference numeral 1 denotes a tread section
  • reference numeral 2 denotes side wall sections
  • reference numeral 3 denotes bead sections.
  • a single carcass layer 4 which is formed of bundled carcass cords arranged in parallel, is laid between a pair of the bead sections 3, 3. It is preferable to use organic fiber cords formed of rayon, polyester, nylon, aromatic polyamide, or the like as the carcass cord.
  • the cord angle of the carcass layer 4 to the tire circumferential direction is set in a range of 75° to 90°, and preferably in a range of 80° to 87°.
  • the cord angle of the carcass layer 4 to the tire circumferential direction is, for example, a high angle when the load factor is low and a low angle when the load factor is high, whereby the required performance such as driving stability can be maintained without affecting the mass of the tire.
  • the carcass layer 4 is wound up around a bead core 5 from the inner side to the outer side of the tire. That is, the carcass layer 4 is constituted of a body section 4a and a wound-up section 4b with the bead core 5 sandwiched in between.
  • a bead filler 6 formed of a high-hardness rubber composition is arranged on the outer periphery of the bead core 5, and the bead filler 6 is sandwiched by the body section 4a and the wound-up section 4b of the carcass layer 4.
  • an organic fiber reinforcement layer 7 which includes organic fiber cords each tilted to the tire circumferential direction is buried to enwrap the bead core 5 and the bead filler 6.
  • An end section of the organic fiber reinforcement layer 7 on the inner surface side of the tire is arranged on the outer side in the radial direction of the tire with respect to the peak of the bead filler 6, and an end section of the organic fiber reinforcement layer 7 on the outer surface side of the tire is arranged on the outer side in the radial direction of the tire with respect to the end section of the organic fiber reinforcement layer 7 on the inner surface side of the tire.
  • a belt layer 8 formed of layers including a reinforcement cord tilted to the tire circumferential direction is arranged on the outer peripheral side of the carcass layer 4 in the tread section 1. Further, a belt cover layer 9 including a reinforcement cord aligned in the tire circumferential direction is arranged on the outer periphery side of the belt layer 8.
  • the wound-up section 4b of the carcass layer 4 described above extends up to a region below the belt layer 8 to overlap with an end section of the belt layer 8 in the tire width direction.
  • the carcass layer 4 which has a single-ply structure and the wound-up section 4b extended up to the region below the belt layer 8 to overlap with the end section of the belt layer 8, is provided in order to achieve both weight reduction and driving stability.
  • a height H of the bead filler 6 from a bead heel is not more than 25 mm
  • the sectional area of the bead filler 6 in a meridian section of the tire is not more than 65 mm 2
  • tan ⁇ at 60°C of the rubber composition constituting the bead filler 6 is not more than 0.20.
  • the lower limit value of the height H of the bead filler 6 is preferably 10 mm.
  • the lower limit value of the sectional area of the bead filler 6 is preferably 15 mm 2 .
  • the lower limit value of the tan ⁇ at 60°C of the rubber composition constituting the bead filler 6 is preferably 0.03.
  • the pneumatic tire described above is a tire whose mounting direction is specified with respect to the front and back of the tire at the time of mounting the tire to a vehicle.
  • IN indicates an inner side of the vehicle at the time of mounting the tire to the vehicle
  • OUT indicates an outer side of the vehicle of at the time of mounting the tire to the vehicle.
  • cap tread rubber layers 1A and 1B having different rubber compositions are arranged in the tread section 1 so as to be adjacent to each other in the tire width direction.
  • the tan ⁇ at 60°C of the rubber composition constituting the cap tread rubber layer-1A on the outer side of the vehicle is larger than the tan ⁇ at 60°C of the rubber composition constituting the cap tread rubber layer 1B on the inner side of the vehicle.
  • the ratio (tan ⁇ H/tan ⁇ L) of a tan ⁇ H at 60°C of the rubber composition constituting the cap tread rubber layer 1A to a tan ⁇ L at 60°C of the rubber composition constituting the cap tread rubber layer 1B is set in a range of 1.05 to 1.80, and preferably in a range of 1.10 to 1.50.
  • the ratio (tan ⁇ H/tan ⁇ L) is too small, the effect of suppressing the performance change of the driving stability decreases.
  • it is too large the grip force normally required cannot be obtained.
  • two types of the cap tread rubber layers 1A and 1B having different rubber compositions are arranged in the tread section 1.
  • two or more types of the cap tread rubber layers may be arranged so as to be adjacent to each other in the tire width direction.
  • Fig. 2 shows a tread pattern of the pneumatic tire of the embodiment of the present invention.
  • CL indicates a tread center.
  • the main grooves 60 extending in the tire circumferential direction are formed, and land sections 10, 20, 30, 40, and 50 are segmented by the main grooves 60 from the outer side of the vehicle to the inner side of the vehicle.
  • the land section 10 located on the outermost side of the vehicle is formed of a thin groove 11 extending in the tire circumferential direction, lateral grooves 12 extending in the tire width direction on the tread shoulder side with respect to the thin groove 11, and thin grooves 13 extending in the tire width direction at least on the tread center side with respect to the thin groove 11.
  • the land section 20 is formed with a thin groove 21 extending in the tire circumferential direction and cutout grooves 22 extending in the tire width direction.
  • the land section 30 formed are curved grooves 31 curved and extending in the tire circumferential direction, and cutout grooves 32 extending in the tire width direction.
  • the land section 40 formed is curved grooves 41 curved and extending in the tire circumferential direction.
  • the land section 50 located on the inner most side of the vehicle formed are lateral grooves 51 extending in the tire width direction and thin grooves 52 extending in the tire width direction between the lateral grooves 51.
  • At least one main groove 60 extending in the tire circumferential direction is formed in the tread section 1, and has an asymmetric tread pattern, in which a groove area ratio GAo in a ground contact region on the outer side of the vehicle with respect to the tread center CL is smaller than a groove area ratio GAi in a ground contact region on the inner side of the vehicle with respect to the tread center CL, over the entire ground contact region specified by a ground contact width TCW. Accordingly, the effect of suppressing the performance change of the driving stability due to continuous driving while improving the driving stability can be sufficiently obtained.
  • the groove area ratio GA in the entire ground contact region is in a range of 20% to 40%, and the difference (GAi - GAo) between the groove area ratio GAo in the ground contact region on the outer side of the vehicle with respect to the tread center CL and the groove area ratio GAi in the ground contact region on the inner side of the vehicle with respect to the tread center CL is in a range of 1% to 15%, and more preferably in a range of 2% to 13%.
  • the difference (GAi - GAo) is too small, the effect of suppressing the performance change of the driving stability decreases.
  • it is too large the driving stability decreases due to insufficiency in block rigidity normally required.
  • Pneumatic tires of Comparative Examples 1 to 3 and Examples 1 to 5 were prepared in the following manner.
  • Each of these pneumatic tires had a tire size of 235/40R18, and a single-ply structured carcass layer having a cord angle of 85° to the tire circumferential direction was laid between a pair of bead sections.
  • a belt layer was arranged on the outer peripheral side of the carcass layer in a tread section of the tire.
  • the carcass layer was wound up, from the inner side to the outer side of the tire, around each of bead cores arranged respectively in the bead sections.
  • Bead fillers arranged respectively on the bead cores were each sandwiched by a body section and a wound-up section of the carcass layer, and each wound-up section of the carcass layer extended up to a region below the belt layer so as to overlap with an end section of the belt layer.
  • each of these pneumatic tires of Comparative Examples 1 to 3 and Examples 1 to 5 the height of each bead filler from bead heels, the sectional area of each bead filler, tan ⁇ at 60°C of the rubber composition constituting the bead fillers, tan ⁇ at 60°C of the rubber composition constituting a cap tread rubber layer on the outer side of a vehicle and the inner side of the vehicle, and groove area ratios on the outer side of the vehicle and the inner side of the vehicle were set as shown in Table 1.
  • Each test tire was fitted onto a wheel having a rim size of 18 x 8J, and the wheel with the test tire was mounted on a vehicle having a displacement of approximately 4000 cc, whereby a continuous driving for the distance of 200 km was performed by a test driver under a condition of a 250 kPa pneumatic pressure to perform a sensory evaluation of the change between the driving stability at the beginning of driving and the driving stability at the end of driving.
  • the evaluation result is shown by use of an index with 100 as an acceptable level. A larger index value indicates a smaller performance change.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Claims (6)

  1. Bandage pneumatique dans lequel une couche de carcasse structurée à pli unique (4), ayant un angle de câblé dans une plage allant de 75° à 90° par rapport à une direction circonférentielle du bandage, est disposée entre une paire de sections de talon (3), une couche de ceinture (8) est agencée sur un côté périphérique externe de la couche de carcasse (4) dans une section de bande de roulement (1), des tringles (5), autour de chacune desquelles la couche de carcasse (4) est enroulée à partir d'un côté interne jusqu'à un côté externe d'un bandage, sont agencées respectivement dans les sections de talon (3), des bourrages sur tringle (6) sont agencés respectivement sur les tringles (5) et chacun des bourrages sur tringle est pris en tenaille par une section de corps (4a) et une section enroulée (4b) de la couche de carcasse (4), et chaque section enroulée de la couche de carcasse (4) se prolonge jusqu'à une région en-dessous de la couche de ceinture (8) de manière à chevaucher une section d'extrémité de la couche de ceinture (8), où une hauteur (H) du bourrage sur tringle (6) à partir d'un bout du talon est inférieure ou égale à 25 mm, une surface transversale du bourrage sur tringle (6) est inférieure ou égale à 65 mm2, et tanδ à 60°C d'une composition de caoutchouc constituant le bourrage sur tringle (6) est inférieure ou égale à 0,20,
    dans lequel une couche de renforcement en fibres organiques (7), comportant des câblés en fibres organiques chacun étant incliné vers la direction circonférentielle du bandage, est noyée dans la section de talon (3) pour envelopper la tringle (5) et le bourrage sur tringle (6) et où une section d'extrémité de la couche de renforcement en fibres organiques (7) sur un côté de surface interne du bandage est agencée sur un côté externe dans une direction radiale du bandage par rapport à un sommet du bourrage sur tringle (6), et une section d'extrémité de la couche de renforcement en fibres organiques (7) sur un côté de surface externe du bandage est agencée sur le côté externe dans la direction radiale du bandage par rapport à la section d'extrémité sur le côté de surface interne du bandage.
  2. Bandage pneumatique selon la revendication 1, ayant une direction de montage spécifiée par rapport à des parties avant et arrière du bandage au moment du montage du bandage sur un véhicule, où au moins deux types de couches de caoutchouc de bande de roulement de chape (1A, 1B) ayant des compositions de caoutchouc différentes sont agencées dans la section de bande de roulement (1) pour être adjacentes les unes aux autres dans une direction de largeur du bandage, et tanδ à 60°C de la composition de caoutchouc constituant la couche de caoutchouc de bande de roulement de chape sur un côté externe (1A) du véhicule est plus grande que tanδ à 60°C de la composition de caoutchouc constituant la couche de caoutchouc de bande de roulement de chape sur un côté interne (1B) du véhicule.
  3. Bandage pneumatique selon la revendication 2, dans lequel un rapport (tanδ H/tanδ L) d'une valeur maximale tanδ H sur une valeur minimale tanδ L de la tanδ à 60°C des compositions de caoutchouc constituant l'au moins deux types de couches de caoutchouc de bande de roulement de chape (1A, 1B) se trouve dans une plage allant de 1,05 à 1,80.
  4. Bandage pneumatique selon l'une quelconque des revendications 2 et 3, dans lequel une limite de l'au moins deux types de couches de caoutchouc de bande de roulement de chape (1A, 1B) est agencée en-dessous d'une rainure principale (60) s'étendant dans la direction circonférentielle du bandage dans la section de bande de roulement.
  5. Bandage pneumatique selon l'une quelconque des revendications 1 à 4, ayant la direction de montage spécifiée par rapport aux parties avant et arrière du bandage au moment du montage du bandage sur le véhicule, où au moins une rainure principale (60) s'étendant dans la direction circonférentielle du bandage est prévue dans la section de bande de roulement (1), et une sculpture de la bande de roulement asymétrique est formée où un rapport de surface de rainure GAo dans une région de contact au sol sur le côté externe du véhicule par rapport à un centre de la bande de roulement (CL) est inférieur à un rapport de surface de rainure GAi dans une région de contact au sol sur le côté interne du véhicule par rapport au centre de la bande de roulement (CL).
  6. Bandage pneumatique selon la revendication 5, dans lequel un rapport de surface de rainure GA dans une région de contact au sol entière se trouve dans une plage allant de 20% à 40%, et une différence (GAi-GAo) entre le rapport de surface de rainure GAo dans la région de contact au sol sur le côté externe du véhicule et le rapport de surface de rainure GAi dans la région de contact au sol sur le côté interne du véhicule se trouve dans une plage allant de 1% à 15%.
EP08752372.6A 2007-08-08 2008-05-07 Pneu Active EP2177378B1 (fr)

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JP2010221790A (ja) * 2009-03-23 2010-10-07 Bridgestone Corp 空気入りラジアルタイヤ
JP5007740B2 (ja) 2009-10-28 2012-08-22 横浜ゴム株式会社 空気入りタイヤ
JP5402531B2 (ja) * 2009-10-28 2014-01-29 横浜ゴム株式会社 空気入りタイヤ
JP5675238B2 (ja) * 2010-09-15 2015-02-25 株式会社ブリヂストン 空気入りタイヤ
JP5146564B2 (ja) 2011-05-10 2013-02-20 横浜ゴム株式会社 空気入りタイヤ
JP5450515B2 (ja) * 2011-06-10 2014-03-26 住友ゴム工業株式会社 不整地用モーターサイクルタイヤ
JP5385968B2 (ja) * 2011-12-28 2014-01-08 住友ゴム工業株式会社 空気入りタイヤ
JP5462898B2 (ja) * 2012-01-25 2014-04-02 住友ゴム工業株式会社 空気入りタイヤ
JP5890796B2 (ja) * 2013-04-11 2016-03-22 住友ゴム工業株式会社 空気入りタイヤ
FR3062814A1 (fr) * 2017-02-14 2018-08-17 Compagnie Generale Des Etablissements Michelin Pneumatique avec une bande de roulement comportant des elements de renforcement
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Publication number Publication date
EP2177378A1 (fr) 2010-04-21
JP2009040204A (ja) 2009-02-26
CN101541566A (zh) 2009-09-23
EP2177378A4 (fr) 2011-11-02
JP4163244B1 (ja) 2008-10-08
WO2009019915A1 (fr) 2009-02-12
CN101541566B (zh) 2011-12-28
US20100243117A1 (en) 2010-09-30

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